Brake system



April 20, 1943.

E. s. cooK ETYAL BRAKE SYSTEM Filed Dec. 31, 1940 8 Sheets-Sheet l ATTORN EY NNW A lOl April 20, 1943. ESCOOK m1 2,317,132

BRAKE SYSTEM Filed nec. 51, 1940 8 sheets-sheet 2 ATTORN EY April 20, 1943. E. s. cooK ETAL BRAKE SYSTEM Filed Dec. 5l, 1940 8 Sheets-Sheet 3 INVENTORS EAQLE S, COOK DOUGLAS E. BURST ATTORNEY 5a I'lflllll BRAKING PROPU LSIO N 'April 20, 1943. E. s. cooK ETAL 2,317,132

BRAKE SYSTEM ATTORNEY April 20, 1943. E. s. COOK EVAL 2,317,132

v BRAKE SYSTEM Filed Dec, 31, 1940 s sheets-sheet 5 lNvr-:NTORS EARLE 5. 600K DOUGLAS Q. BORST BY ,Mmm

ATTORNEY April 20, 1943. E. s. cooK ETAL 2,317,132

BRAKE SYSTEM Filed Dec. 5l, 1940 Sheets-Sheet 6 BY MQW-s ATTORNEY April 20, 1943. E. s. COOK ETAL 2,317,132

BRAKE SYSTEM BY Muy ATTORNEY BRAKE SYSTEM Filed Dec. 31,' 1940 8 Sheets-Sheet 8 Egli INVENTQRS r-:AQLE s. COOK BYDOUGLAS EQBORST ATTORNEY Patented 20,

BRAKE SYSTEM Earle S. Cook, Wilkinsbnrg,

Borst. Pitcairn, Pa., assigner:

and Douglas R. to The Westing- `house Air Brake Company, Wilmerding. Pa., a

corporation of Pennsylvania Application December 3l, 1940, Serial No. 372,592

57 Claims.

This invention relates to brake systems for vehicles, such as multiple-unit railway cars and train, and has particular relation to brake systems including dynamic brake apparatus and friction brake apparatus.

It is an object of our present invention to provide a novel arrangement for hydraulically controlling and varying the degree of application of friction brakes associated with a member to be braked, such as a vehicle wheel.

It is another object of our invention to provide a multiple-unit vehicle brake system having the hydraulically controlled brake equipment indicated in the foregoing object and further characterized by a self-contained circulatory hydraulic system on individual units.

It is another object of our invention to provide a multiple-unit vehicle brake system of the type indicated in the foregoing objects and further characterized by arrangements for controlling the pump in the hydraulic circulatory system of each of a plurality of individual vehicle umts automatically or under the control of an operator stationed on one of the units.

lIt is another object of our invention to provide a vehicle brake system, including a hydraulically controlled friction brake of the type indicated in the foregoing objects and a dynamic brake. characterized by the fact'that the friction brake is wholly suppressed under the control of the dynamic brake as long as the dynamic brake remains elective above a certain degree and is then applied to a degree called for by the operator.

It is another object of our invention to Provide a vehicle brake system including a friction brake and a dynamic brake, characterized by the fact that the friction brake may be applied in varying degrees less than a certain fraction of its full or maximum application simultaneously with the dynamic brake as long as the dynamic brake remainseiective above a certain degree,-the friction brakes being automatically applied to a degree corresponding to that called for by the operator when the dynamic brake fades in effectiveness below the certain degree with reducing vehicle speed.

It is another object of our invention to provide a vehicle brake system, including a friction brake and a dynamic brake adapted to suppress the friction brake, characterized by an arrangement for rendering the dynamic brake effective or ineffective to suppress the friction brake depending upon the load carried by the vehicle.

It is another object of our invention to provide a vehicle brake system, including a friction brake and a dynamic brake, characterized by an arrangement for automatically distinguishing between fading of the dynamic brake in the normal manner with reducing vehicle speed and undesired failure thereof, by which arrangement the friction brake is wholly suppressed as long as the dynamic bralbre is effective above a certain degree and then yapplied to a predetermined relatively low degree when the dynamic brake fades in the normal manner and by which, if the dynamic brake fails at any time, the friction brake is instantly applied to a degree corresponding substantially to the degree of brake application called for by the operator.

It is another object of our invention to provide a vehicle brake system, including a friction brake and a dynamic brake adapted to suppress the friction brake as long as the dynamic brake is effective above a certain degree, characterized by an arrangement for causing the friction brake to be wholly suppressed or only partly suppressed under the control of the dynamic brake. depending upon the degree of application called for by the operator.

The above objects, and other objects of our invention which will be made apparentl hereinafter. are attained by different yembodiments of our invention subsequently to be described and shown inl the accompanying ydrayilings wherein Figs. 1A and 1B, taken together, constitute a. diagrammatic view showing a multiple-unit vehicle brake system embodying our invention.

Fig. 2 is a fragmental diagrammatic view, indicating the manner which the spring-applied hydraulic pressure-released type of friction brake shown in Figs. 1A and 1B may be replaced by a hydraulic pressure-applied spring-released type of friction brake apparatus.

Fig. 3 is a fragmental .diagrammatic view, indicating the manner in which either of the types of hydraulically controlled friction brake apparatus of Figs. 1A and 1B or Fig. 2 may be modified to provide an automatic control of thc motor driving the pump in the hydraulic circulatory system in response to the iiuid pressure in an accumulator or reservoir.

Fig. 4 is a fragmental diagrammatic view, showing a modified arrangement wherein the dynamic brake and the friction brake may be simultaneously applied and wherein the dynamic brake suppresses only partly the application of the friction brake.

thereof,

Fig. 6 is a fragmental diagrammatic view,

` showing how the brake system of Figs. 1A and 1B may be modified to render the dynamic brake effective or ineffective to suppress the friction brake under the control of the operator of the vehicle,

Fig. 7 is a fragmental diagrammatic view, indicating the manner in which the system of Fig.

6 may be modified for automatically rendering the dynamic brake effective or ineieotive to suppress the friction brake depending upon the load carried by the vehicle as reected in the response of an inertia device or retardation controller,

Fig. 8 is a fragmental diagrammatic view,

showing the manner in which the system f Fig. 6 may be modified to provide another type of apparatus responsive to the load on the vehicle for rendering the dynamic brake effective or ineffective to suppress the friction brake, and

Fig.` 9 is a fragmental diagrammatic view, showing a multiple-unit vehicle brake system similar to that in Figs. 1A and 1B except further characterized by an arrangement for distinguishing between the fading of rthe dynamic brake in normal manner with reducing vehicle speed and the undesired failure of the dynamic brake.

Fig. 10 is a fragmental diagrammatic view, showing a brake system similar to that of Figs. 1A and 1B except characterized by an arrange ment whereby the dynamic brake is effective to wholly or partly suppress the friction brake depending upon the degree of application called for by the operator, and

Fig. 1l is a fragmental view, showing the manner in which the system of Fig. 10 may be modified to embody the feature shown in Fig. 9.

Description of embodiment shown in Figs. 1A and 1B Referring to the drawings, the equipment is shown in connection with a three car or unit train of the larticulated type, the several units or cars being designated car I, car 2 and car 3, respectively. As is usual in articulated trains the adjacent ends of successive units' or cars are supported on a common wheel truck. Accordingly only four wheel trucks are required for the three unit train shown. l

Each of the wheel trucks II is illustrated as of the two axle type each axle having two wheels I2. It will be understood that only one wheel per axle of each truck is shown in the. drawing. The wheel trucks lII are of any suitable conventional construction and details thereof are accordingly omitted for simplicity.

Carried on each wheel truck II are one or more brake cylinders I3, only onebrake cylinder per truck being shown for sim-k plicity. As indicated in the sectional view of brake cylinder I3 at the left of Fig. 1A, each cylinder is provided with a piston I5 having a rod or shaft I6 connected thereto for operating the brake shoes (not shown) associated with a friction surface such as the rim of the wheels I2 of the corresponding truck. Interposed between the piston I5 and one end of the cylinder is a coil spring I1 i which is effective to urge the piston I5 in a direction to effect application of the brakes associated with the vehicle wheels. Movement of the piston I5 in opposition to the spring I1, to effect release of the brakes or to control the degree of application of the brakes is effected by means of a suitable hydraulic medium or liquid supplied under pressure to the chamber I8 at the side of the piston I5 opposite the spring I1 in the manner hereinafter to be described in detail.

Also carried on each of the wheel trucks I I are two propulsion motors 2I which are respectively arranged in conventional manner to drive an individual wheel and axle unit. Motors 2I are of standard construction and, for simplicity, are indicated diagramamtically as comprising an armature winding 2Ia and a series field winding 2If. As willA be made apparent hereinafter, the motors 2| are adapted to function as dynamic brakes.

For the purpose of enabling the control of the friction brakes operated by the brake cylinders I3 and the motors 2|, either t0 propel the train or to act as dynamic brakes, a so-called master controller 22 is provided. For simplicity, we have shown only a single-end control equipment having a master controller 22 at the head end of car I. It will be understood, however, that a double-end equipment may readily be provided in the conventional manner for providing a control station at opposite ends of the train.

Master controller 22 is shown diagrammatically but it will be understood that it may be of any suitable well-known construction in which a rotary operating shaft has a plurality of axially spaced cams affixed thereto for opening and closing cooperating contact fingers of switch devices in accordance with the rotary position of the shaft. In Fig. 1A, the switches operated by rotary movement of the operating shaft of the master controller 22 are designated 22a to 22h respectively.

The normal or neutral position of the operating shaft and its associated removable operating handle is designated Coasting position. As the rotary operating shaft is displaced rotarily in one direction from Coasting position, it traverses successively a plurality of braking positions designated I to 'I respectively, Trip position and Off" position. The Off position of the operating shaft is the only position in which the operating handle of the controller may be removed.

1n connection with the operating handle of the controller 22, a so-called deadman switch 23 is provided. Switches of this type associated with the operating handle of a controller are wellknown and accordingly no description thereof is believed necessary except that as long as the op- Y erator exerts a downward pressure on the controller handle .the switch 23 is closed, the removal of the downward pressure on the controller handle permitting the switch to open automatically.

yUpon movement of the operating shaft of the controller in the opposite direction from its Coasting position, it traverses successively the prtopiilsion positions designated Switching and Each of the cams of the controller shaft is indicated diagrammatically in Fig. lA by cam elements on corresponding horizontal lines. It will be understood that, in the usual manner, the various switches 22a to 22h are on the same horitrolling them. Switches 22a to 22h are in open y 2,317,182 3 position for a position of the controller not oov- I8 of the brake cylinders I3 may be varied and ered by the corresponding cam element. Concontrolled by selectively deenergized or-energizversely the switches 22a to 22h are closed for a particular position of the controller covered by the corresponding cam.

As shown, the controller 22 is in the Coasting positionthereof and thus the switches 22a, 22h, 22e and 22d are closed while switches 22e to 22h are in open position.

'I'he equipment further comprises a number of train wires, hereafter to be identified and described,yextending from car to car throughout the train. The sections of the train wires on successive units or cars `may be connected in any convenient manner as through flexible connectors or cables 26.

Three of the train wires, hereinafter referred to as application control wires and designated respectively by the reference numerals 3|, 32 and 33 are selectively energized and deenergized under the control of the controller switches 22a, 22h and 22o respectively for controlling three magnet valve devices 4I, 42 and 43 which are a part of the hydraulic control apparatus adapted to control the pressure of the hydraulic medium supplied to the chambers I8 of the brake cylinders I3 of the corresponding car.

In addition to the magnet valves 4I, 42 and 43, the equipment for hydraulically controlling the degree of application of the friction brakes f.

effected by the brake cylinders I3 includes a suitable hydraulic pump 45 driven by a suitable direct current motor 46, a pipe or conduit 41 connected to the discharge port of the pump 45 and hereinafter referred to as the discharge pipe, a pipe 48 connected to the sump chamber or reservoir in the pump and hereinafter referred to as the return pipe, a pressure-relief or loaded check valve 49 and four choke-fittings 50, 5I, 52 and 53.

The discharge pipe 41 has two branches one of which extends to and opens into the chamber I8 of the brake cylinder I3 for one wheel truck and the other of which opens into the chamber I8 of the brake cylinder I3 for the truck at the other end of the car.

The above-described apparatus including the magnet valves 4I, 42 and 43 as well as the pump 45 and motor 46'are preferably carried on the body of' the car and thus the branches of the discharge pipe 41 should contain flexible portions to allow for relative movement of the car body and wheel trucks.

The choke fitting is interposed in the discharge pipe 41 and the several choke-fittings 5I, 52, and 53 are arranged in parallel relation between the discharge pipe 41 and the return pipe 48, each choke-fitting being under the respective control of a corresponding magnet valve ,.4I, 42 and 43. The loaded check valve 49 is inter--v posed between the discharge pipe 41 on the high pressure side of the choke-fitting 50 and the return pipe 48. It may be adjusted to limit the maximum pressure on the high pressure side of the choke-fitting 50 to any selected value, such as one hundred pounds per square inch. When the pressure in the discharge pipe 41 on the high pressure side of the choke fitting 50 exceeds such pressure, the check valve 49 unseats and the excess fluid spills over into the return pipe 48.

The choke fittings 5I, 52 and 53 are so designed with4 respect to each other and with respect to the choke fitting 50 that he pressure of the hydraulic medium on the low pressure side of the discharge pipe 41 effective in the chambers ing the magnet valves 4|, 42 and 43 to provide any combination of the chokes 5I, 52 and 53 effectlve to return fluid from the low pressure side of the choke fitting 50 in the discharge pipe 41 to the return pipe 48.

The magnet valves 4I, 42 and 43 may be of any suitable construction and as diagrammatically shown each comprises a poppet valve 54 which is maintained seated on an associated valve seat in response to energization of a solenoid or magnet winding 55 in opposition to the yielding force lof a spring 56 which shifts the valve 54 to unseated position when the magnet winding is deenergized. When the Doppet valve 54 of any of the magnet valves 4I, 42 and 43 is seated, the fiow of fluid from the low pressure side of the choke fitting 50 in the discharge line 41 to the return pipe 48 through the associated choke fittings 5|, 52 and 53 is prevented. Conversely, when the poppet valve is unseated, flow of fluid under pressure through the corresponding choke-fitting to the return pipe 48 is permitted.

'I'he sizes of the choke fittings 5I, 52 and 53 with respect to one another and the choke fitting 50 in the discharge pipe 41 may be such as to provide successive reductions or increases in the pressure of the fluid on the vlow pressure side of the choke fitting 50 in the discharge pipe 41 which may be substantially equal or in any desired relation. Thus, assuming for example that the magnet windings of all of the magnet valves 4I, 42 and 43 are energized so that no iiuid is discharged through any of the ehokes 5I, 52

and 53 from the discharge line 41 to the return pipe 48, the pressure established on the low pressure side of the choke fitting 50 and in the chambers I8 of the brake cylinder I3 will correspond substantially to the maximum pressure of the high pressure side of the choke fitting 50 in the discharge pipe 41 permitted by the loaded check valve 49. Let it be assumed that the maximum pressure in the chambers I8 of the brake cylinders I3 is in such case one hundred pounds per square inch and that such pressure is sufficient to overcome the force of the spring I1 to such a degree as to effect complete release of the friction brakes associated with the vehicle wheels.

If the magnet winding of only the magnet valve 4I is deenergized and only the choke fitting 5I rendered effective to reduce the pressure on the low pressure side of the choke-fitting 50 in the discharge pipe 41, a certain reduction such as ten pounds per square inch pressure in the chamber I8 of the brake cylinders I3 will be effected, assuming that the pump continues to operate and thereby maintain the maximum pressure on the high pressure side of the choke fitting 58 in the discharge pipe 41.

If the winding of only the magnet valve 42 is deenergized and only the choke-fitting 52 rendered effective, a reduction of for pounds per square inch in chamber I8 of the brake cylinders I3 may be effected. If the magnet windings of both the magnet valves 4I and 42 are simultaneously deenergized, a reduction of thirty pounds per square inch pressure in the chambers I8 of the brake cylinders I3 may be effected.

If Only the magnet Winding of the magnet valve 43-is deenergized so that only the choke fitting 53 example twenty 43 are simultaneously deenergized so that choke fittings 5I and 53 only are effective, the pressure in the chamber I8 of the brake cylinders I3 may be further reduced as aggregate of fifty pounds. If the magnet windings of the magnet valves 42 and 43 are simultaneously deenergized so that the two choke fittings 52 and 53 are effective, the pressure in the brake cylinder chambers I8 may be further reduced an aggregate of sixty pounds.

If the magnet windings of all of the magnet valves 4I, 42 and 43 are deenergized so that all of the choke ttings 5I, 52 and 53 are effective, then the total reduction of the pressure in the brake cylinder chambers IB may amount to seventy pounds per square inch. Y

It will thus be seen that by selectively energizing or deenergizing the magnet valves 4 I, 42 and 43 in different combinations, the hydraulic pressure in the brake cylinder chambers I8 may be varied so that the spring I1 in each cylinder is effective to apply the friction brakes with alcorre sponding force.

Energization and deenergization of the application control wires 3I, 32 and 33 under the control of the master controller 22 is effected in such a manner that the greater the displacement of the operating shaft of the controller from its Coasting position into the braking zone, the greater is the reduction in the operating pressure in the brake cylinder chambers I8. The circuits Whereby such control is effected will be hereinafter more specifically described in connection with an assumed operation.

In order to provide a supply of energizing current to the magnet valves 4I, 42 and 43 as well as the pump motors 46 and other electrical control equipment hereinafter to be described, a suitable storage battery 58 is provided on each of cars I and 3. It will be understood that in accordance with the usual practice, suitablel charging equipment for maintaining these batteries charged is provided although such equipment is omitted from the drawing for simplicity. The several batteries 58 on the train are connected in parallel by means of two of the train Wires previously mentioned and hereinafter designated the positive battery wire 6I and the negative battery wire 62, the positive and negative terminal of the battery 58 being respectively connected to the positive and negative battery wires 6I and 62 by corresponding branch wires E3 and 64.

Three other train wires, designated by the reference numerals 65, -65 and 61, are respectively referred to hereinafter as the positive control wire, the negative control wire and the conductors wire.

The positive control wire 65 is connected bv a branch wire 68 including the controller switch 22b to the wire 63 and positive terminal of the battery 58 in all positions of the controller 22 except Trip and OIT positions. A exible connector 68 is provided at the rear end of car 3 for connecting the positive control wire 65 to the conductors wire 61.

The conductors wire 81 includes one or more conductors switches 1I on the several cars and on at least one of the cars, such as car I, a tripswitch 12. The conductors switches 1I are normally closed and adapted to be manually operated to open position. In a similar manner, the trip-switch 12 is normally closed and is adapted to be opened in the usual manner by striking a stationary projection along the track.

When the master controller 22 is in all positions except the Oi position, the controller switch 22e interrupts the connection between the rearend section and the head-end section of the conductors wire. Thus only when the controller 22 on car I is in Off position is the circuit of the conductors wire continuous from the rear to the head end of car I. The reason for such an arrangement will be made apparent hereinafter.

Interposed between the rear-end section of the conductors wire on car I and the branch wire 64 of the negative battery wire 62 in a circuit subject to the deadman switch 23 and a so-called reset switch 14 is a reset relay 15.

The reset relay 15 is a normal type Aneutral relay having two front contacts a and b, that is contacts which are operated from an open to a closed position when the relay is picked-up. The contact a of reset relay 15 is a so-called stick contact which is effective to establish a self-holding circuit for the reset relay 15 in response -to the initial pick-up of relay 15 by closing reset switch 14.

Contact b of reset relay 15 is eiective in its 'picked-up or closed position to connect the negative control wire 66 to wire 64 and the negative terminal of the battery 58.

Since, in the drawings, it is assumed that the controller 22- is in Coasting position and that the conductors switches 1I, the .trip-switch 12 and deadman switch 23 are closed and that the reset switch 14 has been operated to cause pickup.of the reset relay 15, the reset relay 15 is shown as stuck-up through its own self-holding contact a so that at the same time the negative control wire 66 is connected to the negative terminal of the battlesry 58 through the contact b of the reset relay The-switch 22j of the master controller 22 is interposed in the negative control wire 66 on car I and establishes a connection from the rear to the head end section of the wire only in the Off position of the controller.

There are two remaining train wires, designated by the reference numerals 8| and 82, and hereinafter referred to respectively as the propulsion wire and the dynamic braking wire. The propulsion wire 8| is connected on car I through a branch wire 83 including the controller switch 22h to the branch wire 63 of the positive battery wire 6I in such a manner as to be energized only in the Switching and other propulsion positions I, 2, 3 and 4.

Connected in parallel relation between the propulsion wire BI and the negative control wire 66 are a. pair of propulsion relays 85 and '86 respectively. The common connection from the windings of the relays 85 and 86 to the negative control wire 86 includes a back contact a of a dynamic relay 88 so that if the dynamic relay is picked up, the two propulsion relays B5 and 86 must necessarily be dropped-out.

The propulsion relays 85 and 85 are similar and each is provided with a back contact a and a front contact b. The back contact a of the propulsion relays 85 and 86 are interlock contacts in series circuit relation with the winding of the dynamic relay 88 for preventing energization or pick-up of the dynamic relay if the propulsion relays are picked-up.

The front contact b of the propulsion relays 85 and 86 are jointly effective when in their picked-up or closed positions to establish a power circuit in conventional manner whereby power current is supplied to the motors 2l to propel the is included in a wire 94 having also the interlockl contacts a of the propulsion relays 85 and 86 in series relation therein, the wire 94 being connected at one end tothe dynamic braking wire 82 and at the other end to the negative battery wire 62.

The dynamic braking wire 82 is connected to the positive terminal of the battery 58 under the control of the controller switch 22g in all braking positions I to 1 of the controller 22 and thus the Idynamic relay 88 is correspondingly pickedup.

When the dynamic relay 88 is picked-up, the front contacts b and c establish a dynamic braking circuit for the motors 2| including the rheostat 92. Although, not shown, it will be understood that the operating motor of the rheostat 92 is controlled in accordance with the dynamic braking current to vary the resistance of the rheostat to regulate the dynamic braking current to a substantially uniform selected value which may be varied in accordance with the displacement of the operating shaft of the controller 22 into the braking zone from the Coasting position in conventional manner. 'I'hus the degree of dynamic braking effect produced by motors 2| increases progressively with the displacement of the controller out of its Coasting psition into the braking zone. y

Included in the dynamic braking circuit of the motors 2| is a potentiometer or resistor 96 so adjusted and arranged that the voltage therefrom is impressed on one winding of a doublev winding relay 91, hereinafter referred to as the suppression relay, and is effective to cause pickup of the suppression relay as long as the dynamic bra-king current exceeds a certain value corresponding to a certain low speed of the train, such as eight miles per hour.

The suppression relay 91 is a conventional two winding relay, the aforementioned winding subject to the voltage of the potentiometer 96 being designateda and the other Winding being designated b. Winding b' of suppression relay 91 is entirely separate from the winding a and adapted to be independently energized by direct connection.across the terminals of the battery 58 0n the corresponding car under the control of a manually operated switch 98.

The suppression relay 91 is provided with three movable contacts designated c, d and e respectively. In the dropped-out position thereof, the contacts c, d and e of the suppression relay 91 establish connections through respective branch wires |8|, |82 and |83 between one terminal of the magnet winding of the magnet valves 4|, 4,2 and 43 and the application control wires 3|, 32 and 33, the remaining terminals of the magnet valves being connected by a wire |84 to negative control wire 66.

In their picked-up positions, the contacts c, d and e of the suppression relay 91 interrupt the connection of the magnet windings of the magnet valves 4|, 42 and 43 to the application wires 3|, 32 and 33 and connect them all to the battery wire 63 connected to the positive terminal of the 58. Accordingly, when the suppression lrelay 91 is picked-up, the magnet windings of magnet valves 4|-, 42 and 43 are all energized independently of the application control wires 3|, 32 and 33. Thus, as long as the dynamic braking current remains suflicient to pick up suppression relay 91, application of the hy; draulically controlled friction brakes is suppressed.

Connected across the positive control wire 65 and the negative control wire 66 on each of cars and 3 is a so-called emergency relay |85. The emergency relay |85 is provided with a back contact a and a front contact b. The back contact a is interposed in a wire |86 connected, at one end, to the wire 63 or positive terminal of the battery 58 and, at the other end, to the wire 94 in such manner that when the emergency relay |85 is dropped-out, contact a thereof establishes a connection for energizing or picking-up the dynamic relay 88 independently of movement of the controller 22 into the braking zone.

The front contact b of the emergency relay |85 is effective when in its picked-up or closed position to establish a circuit connecting the pump motor 46 directly across the terminals of the battery 68. An additional manually operated switch 81 in the motor circuit may be provided for interrupting the motor circuit whenever desired.

Operation of embodiment shown in Figs. 1a and 1b Let it be assumed `that the cars are at a standstill, that the master controller handle is in its Coasting position and that the reset relay 15 has been picked-up in response to closure oi' the reset switch 14 and stuck up through the self-holding contact a of the relay 15. Since the reset relay 15 connects the negative control wire 66 to the negative terminal of the battery 58 and the negative battery wire 62, the emergency relay |85 is picked-up as shown.

Assuming the manual switch |81 to be closed as shown, the motor 46 on each of cars and 3 is accordingly operating the corresponding pump which'is, in turn, supplying liquid under pressure to the discharge pipe 41, liquid being discharged past the loaded check valve 49 to the return pipe 48 to limit the pressure in the discharge pipe 41 to a maximum normal value.

In the Coasting position of the master controller 22. the three switches 22a, 22h and 22e respectively connect the application control wires 3|, 32 and 33 to the positive battery wire 6| and thus with the suppression relay 91 in its droppedout position, the magnet windings of all the magnet valves 4|, 42 and 43 are energized. Accordingly the pressure builds up on the low pressure 'side of the choke-fitting 58 in the discharge -pipe 41 to the equivalent of the pressure on the high pressure side, which pressure acting in brake cylinder chambers i8 effects release of the friction brakes.

To start the train, the operator shifts the controller handle out of the Coasting position into a desired propulsion position, for example, propulsion position 4. Switch 22h of the controller is accordingly closed and connects the propulsion wire 8| to the positive battery wire 6| and effects the consequent pick-up of propulsion relays and 86. The propulsion circuit of the motors 2| is accordingly established and extends from the external source by way of the trolley or collector device 9|, contact b of relay 85 through the series-parallel connected motors 2| andfleld windings 2li, contact b of relay 86 and rheostat 92 back to the external source of power as through a ground connection in the manner shown.

Since the controller has been displaced-to the propulsion position 4, the motor operated rheostat 92 is so controlled in well known manner as to provide a maximum rate of acceleration of the motors 2|.

Assuming now that the train has been accelerated to a uniform speed and is traveling along the road and that the operator desires to bring the train to a stop. To do so, the operator shifts the controller handle from the propulsion position to a desired braking position corresponding to the desired degree of braking for bringing the train to a stop. When the controller handle enters Coasting position, the switch 22h of the controller is opened and thus deenerglzes the propulsion wire 8| and consequently the propulsion relays 85 and 86 which correspondingly drop-out. The consequent opening of the contacts bof the propulsion relays 65 and 86 interrupts the propulsion circuit of the motors 2| and the further supply of power current thereto.

When the controller handle is in the braking,

zone, that is the range of movement between braking position and braking position 1, the switch 22g ofthe controller is closed to jconnect the dynamic braking wire 62 to the positive battery wire 6|. Since the propulsion relays 85 and 66 have dropped out by this time, the dynamic relay 86 on each of cars and 3 is correspondingly picked-up to establish the dynamic braking circuit for the motors 2| on the corresponding car. The dynamic braking circuit is readily apparent and needs no description.

Depending upon the particular braking posi-' tion to which the controller handle is shifted, one or more of the application control wires 3|, 32 and 33 is deenergized and consequently the corresponding magnet valves 4|, 42 or 43 are momentarily deenergized. However, due to the rapid build-up of the dynamic braking current, the suppression relay 91 is promptly picked-up and thus the magnet windings 55 of the magnet valves 4|, 42 and 43 are instantly reenergized if they were previously deenergized.

Thus it will be seen that as long as the dynamic braking current is suilicient to maintain the suppression relay 91 picked-up, the hydraulic pressure supplied to the brake cylinder chambers I8 will be maintained to effect the complete release of the friction brakes.

When lthe speed of the train reduces in response to the dynamic brake application to below a low speed, forexarnple eight miles per hour, so that the dynamic braking current is insufficient to maintain the suppression relay 91 picked-up, contacts c, d, and e thereof are restored to their dropped-out positions. One or more of the magnet windings ofthe magnet valves 4I, 42 or 43 isthen deenergized depending upon the position of the controller handle. It will be apparent upon analysis that, if the controller handle is in braking position only the application control wire 3| and consequently-the magnet valve 4| is deenergized. Similarly, if the controller is in braking position 2, only the magnet valve 42 is deenergized. If the controller handle is in position 3, both the magnet valves 4| and 42 are deenergized. If the controller handle is in position 4, only the magnet valve 43 is deenergized. If the controller handle is in position 5, magnet valves 4| and 43 are deenergized. If the controller handle is in position 6, the magnet valves 42 and 43 are deenergized. If the controller handle is in position 1, then all of the magnet valves 4|, 42 and 43 are deenergized.

As previously explained, the degree of reduction of the hydraulic pressure on the low pressure side of the choke-fitting 50 in the discharge pipe 41 and consequently in the brake cylinder chambers I8 depends upon the magnet valves 4|, 42 and 43 deenergized and the consequent combination of chokes 5|, 52 and53 rendered effective. It will thus be apparent that the greater the displacement of the controller handle out of Coasting position, the greater is the reduction from the normal pressure in the brake cylinder chambers I8 and, correspondingly the greater'is the degree of application of the friction brakes under the force of the spring l1.

The motor operated rheostat 92 is controlled in well-known manner according to the degree ofI displacement of the controller handle from Coasting position into the braking zone so that the degree of the dynamic braking current and consequently the dynamic braking effect increases in proportion to the displacement of the l `are promptly released.

If for any reason, such as a short-circuit or undesired ground occurring on any of the application control wires 3|, 32 and 33, the restoration of the controller 22 to its Coasting position is ineffective to cause energization of al1 of the magnet valves 4| 42 and 43, the hydraulically controlled friction brakes will remain applied at least partially. In order to enable the train to proceed without immediately removing 'the fault on the application control wires, the

manual switches 98 may be operated to closed position to energize the winding b of 'the suppression relay 91 directly from the battery 58 on the corresponding car. Suppression relay 91 is thus picked-up and causes energization -of all of the magnet valves 4|, 42 and 43 independently of the application control Wires, so that the friction brakes are completely released. The manual switch 98 may be located in a convenient location accessible to the operator of the train or, in the case of a car other than that occupied 'by the operator, some other member of the train crew so that when it is desired to again bring thetrain to a stop, the switches 96 may first be opened to render the magnet valves 4|, 42 and 43 subject to the control of the controller 22.

If while the train is traveling under power with the controller 22 in a certain propulsion position, any of the conductors switches 1|, the

with the dynamic brakes.

aarmsa trip-switch 12 or the deadman switch 28 are opened, an emergency application of the brakes occurs independently of the controller 22.

It will be apparent that when any of the conductors switches 1|, trip-switch 12 or the deadman switch 28 are opened,-the stick circuit maintaining the reset relay 15 picked-up is interrupted and the relay dropped-out. The opening of the front contact b of the reset relay 15 interrupts the connection between the negative control wire 88 and the negative battery wire 52. Consequently the propulsion relays 85 and 85 and the emergency relay |05 become deenergized and drop-out.

The restoration of the contacts b of propulsion relays 85 and 88 to their dropped-out or open position interrupts the circuit for supplying propulsion power to the motors 2|.

The restoration of the back contact a of the propulsion relays 85 and 88 to their dropped-out or closed positions conditions the circuit of the` dynamic relay 88 so that upon the restoration oi the contact a of emergency relay to its dropped-out or closed position, the circuit is established for energizing the dynamic relay 88 independently of the dynamic braking wire 82. This circuit extends from the positive terminal of the battery 58 on each of cars and 8 by way ofthe wire 63, branch wire |05 including the contact -a of `the emergency relay |05 on the corresponding car, wire 94 including the seriesconnected contacts a of the two propulsion relays 85 and 88, and the winding of the dynamic relay 88 to the negative battery wire 52.

The dynamic relay 88 is effective when pickedup to establish the dynamic braking circuit for the motors 2| in the same manner as when effected under the control of the controller 22. Although not shown,it will be understood that when the reset relay drops-out, the rhcostat 82 is automatically controlled to cause the motors 2| to produce a maximum degree of dynamic braking effect.

The interruption of the connection between the negative control wire 66 and the negative battery wire 32 due to the drop-out of the contact b of reset relay 15 also interrupts the circuit for energizing the magnet windings of all of the magnet valves 4|, 42 and 43 in view of the fact that the normal return circuit to the negative battery wire 62 is by way of the negative contrcl Wire B6.

At the same time due to the restoration of contact b of the emergency relay |05 to its droppedout or open position, interrupting the circuit of the motor 46 on the corresponding car, each motor 45 stops promptly so that the pump 45 driven thereby is also promptly stopped.

Depending upon the type of pump, the stopping thereof may or may not result in the immediate dropping of the pressure in the discharge pipe 41. Thus in the case of a gear pump, centrifugal pump or rotary pump, the pressure in the discharge line or pipe 41 will drop promptly to atmospheric pressure whereas in the case of pumps employing valves or one-way or check valves in the discharge pipe, the pressure will not be reduced by the combined eiforts of the dynamic brakes and friction brakes will not be such ordinarily as to produce sliding of the wheels.

It will be apparent that, during an emergency application of the brakes, when the dynamic braking current builds up sumciently to cause pickup oi' the suppression relay 85, the magnet windings of the magnet valves 4I, 42 and 48 will not be energized directly from the battery 58 on the corresponding car because of deener'gization of negative control wire 85 in response to drop-out of reset relay 15. Thus the choke-fittings 5|, 52 and 58 are rendered eifective to cause reduction of pressure in the discharge pipe 41 and the brake cylinder chambers I8 simultaneously with the reduction of the hydraulic pressure on the high pressure side of the choke-fitting 50 in the discharge pipe 41 due to the stoppage of the pump 45. This results in a correspondingly rapid reduction of the pressure in the brake cylinder chambers i8 and a consequent rapid application except as permitted through the chckes 5|, 5'.

and 58.

Assuming, however, that the pumps 45 shown are of the gear type, the pressure in the discharge pipe 41 will reduce promptly to atmospheric pressure. The hydraulically controlled friction brakes will accordingly be applied simultaneously It is intended that the braking effect on the vehicle wheels |2.produced of the friction brakes to a maximum degree simultaneously with the dynamic brake application.

In order to release the brakes following an emergency application of the brakes effected as just described, it is first necessary for the operator to restore the controller handle to its Coasting position before operating the reset switch 14 to its closed position to reestablish the circuit for energizing the reset relay 15. If desired, the switch 14 may be a switch similar to the controller switches 22a to 22h and operated automatically to closed position only whenY the controller 22 is in its coasting position, thereby necessitating the return of the controller handle to its Coasting position before permitting the operator to again start the train. This automatically reconditions' the motor circuit and rheostat 92 for proper starting of the motors 2|.

With the controller handle in its Coasting position and reset relay 15 picked-up and "stuck-up through its own self-holding contact a as previously described, the circuit for energizing the magnet windings 55 of all the magnet valves 4|, 42 and 43 is automatically re-established. At the same time, the emergency relay |05 is again picked-up and contact b thereof restored to its normal picked-up or closed position to cause starting of the motors 46 and the pumps 45 driven thereby. The hydraulic pressure in the discharge pipe 41 effective on the low pressure side of the ke-iltting in the brake cylinder chambers thus rapidly built up to the maximum value determined by the setting of the loaded check valve 49 and the friction brakes are correspondingly released.

If it is desired to stop the train indefinitely for any reason in a desired place, or if the operator desires to change ends in the case of a double-end equipment, the train is brought to a stop in the usual manner by effecting an application of the brakes. Then the operator shifts the handle through Trip position to Off position and removes the handle.

It will be apparent that in the Trip position of the controller 22, as well as the Off position, all of the controller switches are opened except switches 22e and 22f which are closed only in the Oil position of the controller. l

l It will thus be apparent that in the Ofi position of controller 22 the connections between the positive battery wire 8| and the application control wires 8I, 82 and 88 as well as the dynamic braking wire 82, the propulsion wire 8|, and the positive control wire 65 are interrupted. Consequently the magnet windings of all of the magnet valves 4I, 42 and 43 are deenergized, the emergency relay I 05 is deenergized so that the circuits for the motors 46 are correspondingly interrupted, and the various other relays including reset relay 15, propulsion relays 85 and 86, and the dynamic relay 88 are all deenergized. Thus when the train is stopped with the controller 22 in its 01T position, no current is supplied or required from the battery 58 tending to cause exhaustion of the energy therein.

For simplicity, the connections of the batteries 58 to the positive battery wire 6I and the negative battery wire 62 are indicated as permanent connectiofis. It will be understood, however, that if it is desired to interrupt the connections of the batteries 58 to the train wires 6I and 62, a suitable master circuit-breaker. not shown, may be employed for this purpose which will be automatically tripped open when the controller 22 is shifted into Trip position. In such case, the circuit-breaker will be operated to reestablish the connection between the batteries and the train wires 6I and 62 in response to the restoration of the controller handle to Coasting position. An example of such apparatus is shown and described in Patent 2,215,356 of Ellis E. Hewitt.

In the Oi position of the controller 22, the controller switches 22e and 22f are closed and thereby complete the circuit through the conductors wire 6'1 and the negative control wire 66 on car I from the head to the rear end. Accordingly if car I is coupled to the rear of another multiple unit train, the loop circuit from the head car of the train through the positive control wire 65 back through the conductors wire 6l to the head car may be established. At the same time, the connection established by the reset relay 'l5 on the car having the controller at which the operator is stationed is effective to connect the negative control wire 66 on the control car to the negative battery Wire 62 as described for car i.

It will thus be apparent lthat whether the three car train described in the drawing is operated alone or in conjunction with other similar multiple-unit trains, the motors 2i and the magnet valves 4I, 42 and 43 of the hydraulically controlled friction brakes as well as the motors 46 and pumps 45 on the various cars are contro-liable in exactly the same manner as previously described.

It will be understood that if other cars are added to the train following car 3, the flexible connector 69 connecting the positive control wire B5 and the conductors Wire 6l is removed from car 3 and installed on the end car oi the train.

If desired, instead of the manually installed connector 69, an arrangement may be provided in well-known manner of train wire automatic couplers for establishing the connection between the positive control wire and the conductors wire only on the end car at the rear of the train.

l Figure 2 The arrangement shown in Fig. 2 differs from the previous embodiment in that the friction brakes associated with the vehicle wheels are operated in accordance with the hydraulic pressure supplied tc a brake cylinder I3a. Each brake cylinder |3a contains a piston I5a to which a. shaft or rod I 6a is xed for operating the brake shoes in accordance with the hydraulic pressure exerted on the piston I5a. A release spring I'Ia is interposed between one side of the piston Iiafl and one end of the cylinder I 3a for restoring the piston to a normal position in which the brake shoes are released.

The arrangement shown in Fig. 2 differs further from the previously described embodiment in providing a plurality of choke fittings Bia, 52a, 53a corresponding to the choke fittings 5I, 52 and 53, adapted to be controlled by the magnet valves 4I, 42 and 43 respectively. Moreover, the discharge pipe 4l is not provided with any choke-fitting corresponding to the choke-fitting 5U but a choke-fitting 56a is provided in a branch pipe 48a of the return pipe 48. The arrangement of the magnet Valves 4I, 42 and 63 is The arrangement of the choke-fittings 5m, 52a and 53a with respect to one another and the choke-fitting 50a and the relative sizes thereof are such as to produce different uid pressures in the branch pipe 48a and the pressure chambers I8a at one side of the piston Ia in the brake cylinders I3a to which the pipe 38a is" respectively connected by corresponding branches.

The loaded check valve 49 is interposed between the discharge pipe 4l and the low pressure side of the choke-fitting 50a to limit the maximum pressure 4developed in the discharge pipe to a certain desired value such as one hundred pounds per square inch.

It will be apparent that by selecting suitable sizes for the choke-ttings 5Ia, 52a and 53a relative to one another and to the choke-tting 56a,

tions similarly to the combinations vious embodiment. Thus, for example, if the magnet winding of the magnet valve 4I only is winding of the magnet valves 303. HND-PRESSURE BRAKE 6L ANALOGOUS SYSTEMS.

in Fig. 2 than in the previous embodiment. As

indicated, therefore, the motor terminals are connected across the positive control wire 65 and the negative battery wire 62. It will thus be seen that unless the controller 22 is operated beyond braking position 1 into Trip or Off positions, the motor 46 will continue to drive the pump 45. Thus, in a conductors or deadman emergency application of the brakes, all of the magnet valves 4|, 42 and 43 are deenergized due to the drop-out of reset relay 15 and consequently a maximum degree of fluid pressure is supplied to the brake cylinder chambers |8a to cause application of the friction brakes at a maximum degree simultaneously with the dynamic brake application. As in the previous embodiment, pick-up of suppression relay 91 in response to dynamic braking current above a certain degree is not effective to energize the magnet valves 4|, 42 and 43 due to the deenergization of negative control wire 66 by drop-out of reset relay 15 in an emergency application' of the brakes.'

Figure 3 Referring to Fig. 3, another arrangement is shown for automatically starting and stopping the motors 46 driving the pumps 45 in the apparatus of either of the two foregoing embodiments. This arrangement differs from the foregoing embodiments in providing a pressure reservoir or accumulator IH in the discharge pipe 41 and a check valve H2 between the discharge port of the pump 45 and the reservoir which prevents back flow of fluid under pressure from the reservoir to the pump.

When the pump 45 delivers fluid into .the discharge pipe 41, the air in the space H3 above the level of the liquid in the reservoir is compressed. A pressure operated switch H4 of any suitable construction responsive to the all' pressure in the space H3 of the reservoir is provided for controlling the connection between the terminals of the motor 46 and the battery 5B. Thev pressure switch H4 is so de signed that when the pressure in the space ||3 above the level of the liquid in the reservoir |I| exceeds a certain value slightly higher than the seti-ing of the loaded check valve 49 the switch is operated to open position and interrupts the circuit of the motor 46 which is thus stopped. Due to the check valve H2 preventing back flow of fluid from the reservoir |H to the pump 45, pressure in the discharge pipe 41 is maintained by the pressure of the air above the liquid in the reservoir I.

When the fluid released from the discharge pipe 41 under the control of the magnet valves 4|, 42 and 43 is such as to reduce the air pressure in the space H3 above the liquidin reservoir a certain amount, switch H4 automatically recloses the motor circuit and the motor againsta'rts to operate pump 45.

bUD Hill'lliilllibl'.

Figure 4 Referring to Fig. 4 of the drawings, a different manner of controlling the magnet valves 4|, 42 and 43 under the control of the master controller 22 and the suppression relay 91 is disclosed. In general, the system is the same as the first described embodiment and accordingly corresponding parts and elements are designated by the same reference numerals as in the first embodiment.

It will be observed that the cams on the rotary operating shaft of the controller 22 are so designed as to cause operation of the controller switches 22a, 22b and 22c in different sequenceA than in the first described embodiment.

Thus, controllerswitch 22o is opened in all braking positions of the controller as well as Trip and Off positions. Switch 22h is opened in braking positions 5, 6 and 1, as well as Trip and Off positions. Switch 22a is .opened only in braking positions 4. 6 and 1, as well as Trip and Off positions.

Furthermore, the suppression relay 91 is provided with but a single contact for controlling the magnet winding of the magnet valve 43, the magnet valves 4| and 42 being independent of the suppression relay. In this connection, it will be seen that in the dropped-out position of the suppression relay 91 a circuit through the branch wire |03 from the application control wire 33 to the one terminal of the magnet winding of the magnet valve 43 is completed. Also, when the suppression relay 91 is picked-up, the single contact thereof is actuated to interrupt the circuit through the branch wire |03 and establish a direct connection from a branch wire 6|a of the positive battery wire 6| to the one terminal of the magnet winding of the magnet valve 43.

In operation, therefore, it will be seen that When the controller 22 is shifted into any of the braking positions 2 or 3, the dynamic brakes are applied in varying degrees according to the displacement of the controller handle out of its Coasting position and application of the friction brakes is suppressed until the suppression relay 91 drops out due to reduction of the dynamic braking current withl reducing vehicle speed. When the suppression relay 91 drops out,

4the magnet valve 43 is deenergized and consequently the friction brakes are applied to a degree determined by the reduction of the hydraulic pressure active in the brake cylinder chambers i8. On the basis of the illustrative figures given in connection with the first embodiment, the deenergization of the magnet valve 43 will result in a reduction of forty pounds per square inch pressure in the brake cylinder chambers I8, thus providing a substantial degree of application of the friction brakes.

If the controller 22 is shifted to the braking position 4, the degree of application of the dynamic brakes is correspondingly increased but as distinguished from previous controller brake positions, the application of the friction brakes is not entirely suppressed due to the deenergization of the magnet winding of the magnet valve 4|. Thus, with the controller in braking position 4, the friction brakes are applied to a certain degree, determined by the deenergization of the magnet valve 4|, simultaneously with the increased degree of dynamic brake application. When the suppression relay 91 drops out at low vehicle speed, the magnet valve 43 is again deenergized. andy the degree of application of the friction brakes correspondingly increases.

search tioom It the controller 22 is shifted to its braking position 5, the friction brakes are simultaneously applied with the dynamic brakes due to the deenergization of the magnet winding of the magnet valve 42, the degree of application of friction brakes being greater than for braking position 4. It will be apparent that such is the case on the basis of the illustrative figures previcusly given where it was assumed that the deenergization of the magnet valve 4| alone would result in a reduction of ten pounds per square' inch pressure in the brake cylinder chambers I8 whereas the deenergizaton of the magnet valve 42 alone would resuit in a reduction of twenty pounds per square inch pressure in the brake cylinder chambers I8. With the controller in braking position 5, the drop-out of the suppression relay 91 results in the deenergization of the magnet valve 43 and the consequent increase in the degree of application of the friction brakes'.

If the controller 22 is 'shifted to braking positions Ii or 1, the magnet valves 4| and 42 are simultaneously deenergized and consequently the friction brakes are applied together with the dynamic brakes to a degree determined by the combined effect of the two magnet valves. On the basis of illustrative figures previously given, the deenergization of both magnet valves 4| and 42 will result in a reduction of thirty pounds per square inch pressure in the brake cylinder chambers IB. When the suppression relay 91 is dropped-out, the magnet valve 43 is deenergized and consequently the degree of application of the friction brakes is increased proportionately.l On

the basis of illustrative figures previously given, I

it will be seen that with the controller 22 in braking positions 6 and 1, the deenergization of the magnet valve 43 results in a reduction of seventy pounds per square inch pressure in the brake cylinder chambers I8, thus effecting a maximum degree of application of the friction brakes.

It will be apparent that in the case of a deadman or conductors lswitch application of the brakes, the lreset relay will be dropped-out as in the first embodiment' and consequently all of 4Q.

the magnet valves 4|, 42 and 43 willbedeenergized. In such instances, thereforeJlo ysuppression of the friction brakes will occur and the friction brakes will be applied to a maximum degree simultaneously with the applicationof the 503 dynamic brakes to a maximum degree. The pickup of suppression relay 91 will be ineffective to cause energization of the magnet valve 43 because of the interruptionof the return circuit of the magnet valve 43 by deenergization of the negative control wire 66 in response to dropout of reset relay 15.

Figure 5 In previous embodiments, the magnetI valvesl 4I, 42 and 43 are normally energized -in the Coasting position of the controller 22 so as to ef-l'l f'ect the release of the friction brakes. In Fig. 5

and deenergization of the application control` wires 3|, 32 and 33 in the same manner as the magnet valves 4I, 42 and '43 of previous embodiments. The relays I2I, |22 and |23 are similar in that each has a single back contact that, in the Coasting or propulsion positions of the con t-roller 22, is operated to the picked-up or opened position interrupting individual circuits including the magnet windings of the magnet valves 4|a, 42a and 43a respectively.

In the arrangement shown in Fig. 5, a suppression relay 91a is provided which is controlled in exactly the same manner as in the first embodiment. The suppression relay 91a has three back contacts c, d and c which respectively control the energizing circuits of the magnet windings of the magnet valves 4|a, 42a, and 43a. Thus, when the suppression relay 91a is pickedup, the several circuits for energizing the magnet windings of the magnet valves 4|a, 42a and 43a are interrupted and energization of the magnet valve windings prevented independently of the control exercised by the relays |2|, |22 and |23. When the suppression relay 91a drops-out, the magnet winding circuits ofthe magnet valves are respectively and selectively established depending nponwhch of the relays I2I, |22 and |23 are dropped-out under Athe control of the master controller 22.

The magnet valves 4Ia, 42a and 43a diifer somewhat from the magnet valves 4|, 42 and 43 in having a pressure-balanced slide valve |25 which is normally biased upwardly by a spring |26 to close a communication between the discharge pipe 41 and the return pipe 48 including the corresponding choke-fittings 5I, 52 and 53 or 5|a, 52a and 53a. Upon energization of the magnet winding |21 of the magnet valves, the slide valve |25 is shifted to a position establishing communition throughthe 'corresponding choke-fitting between the discharge pipe 41 and the return pipe 48 or branch pipe 48a.

. Figure 6 v The equipmentshown in Fig. 6 differs essentially from the equipment of the first embodiment shown'in Figs. 1A and 1B in providing additional means for rendering the various suppression relays .91 optionally effective or inefv fective under the control of the operator of the vehicle, for a desired purpose, such as to compensate for variations of load carried on the train.

Specifically, the equipment shown in Fig. 6 differs from the equipment shown in Figs. 1A and 1B in providing an additional train wire I3I. a relay |32 having a single ,back contact controlling the connecti'on'of the winding a of the suppression relay 91 tothe potentiometer or resis'tor 96, and a. manually operated switch |33 located conveniently for operation by the operator of the train.' q Y The winding of the'r'elay |32 is connected by branch wires |34l and |35 across the positive control wire and the additional train wire I3I.

The switch |33 is arranged to connect the wire |3| to the negative battery wire 62 or to disconnect its therefrom.

It will thus be seen that with the switch |33 open, the relay |32 is deenergized and the back contact thereof establishes the connection whereby the winding a of the suppression relay 91 is responsive to the current in the dynamic braking circuit. Conversely, with the switch |33 closed, the relay |32 is picked-up and its backasimila contact interrupts the connection between the winding` c of the suppression relay 91 and the potentiometer 99, thereby rendering the suppression relay 91 unresponsive to'the current in the dynamic braking circuit.

The operator may, therefore, optionally render the suppression relay 91 effective or ineffective to suppress the application of the hydraulically controlled friction brakes in accordance with any operating condition of `the vehicle, such as load, speed, or rate of retardation. For example, if the train is carrying an excessively heavy load, the operator may close the switch |33 thus rendering the suppression relay 91 -unresponsive to dynamic braking current so that when an application of the brakes is initiated, the dynamic brake and the hydraulically controlled friction brake are applied simultaneously to a degree determined according to the displacement of the handle of the controller 22 out of its Coasting position.

If the load carried by the train is relatively light, the operator may open the switch |33 and thereby render the suppression relay 21 effective to suppress the hydraulically controlled friction brakes until the dynamic braking current reduces sufficiently in response to the reducing speed of the train.

It will be observed that with the controller 22 in its Trip and Off positions, the positive control wire B is disconnected from the positive terminal of the battery 99 and the positive battery wire 9|. Consequently, when the train is out of service, the relay |32 is automatically deenergized independently of whether the switch |33 is open or closed.

Whenever a conductors or deadman emergency application of the brakes is effected, the hydraulically controlled friction brakes are applied simultaneously with the dynamic brakes because in such case the suppression relay 91 is ineffective to energize the magnet valves 4|, 42 and 43 even though it is picked-up in response to dynamic braking current. In this respect. the apparatus of Fig. 6 is identical with that shown in Figs. 1A and 1B.

It will thus be appare t that, in a conductors or deadman emergency application of the brakes. the position of the switch |33 andthe consequent energization or deenergization of the relay |32 is immaterial for the reason that suppression of the hydraulically controlled friction brakes is prevented in every case as just explained'.

Figure 7 The apparatus shown in Figure '1 illustrates one type of mechanism to be substituted for the manually operated switch |33 of Fig. 6 for automatically controlling the interlock relay |32 automatically in response to variations of the load carried by the train.

Essentially the mechanism comprises an inertia device of the pendulum type operatively responsive according to the rate of retardation of the train. As illustrated diagrammatica-lly, a retardation controller |31 is provided comprising a suitable casing in which an inertia element in the form of a pendulum |39 is pivotally suspended as on a shaft or pin |39 carried by the casing. The pendulum |38 is normally yieldingly held in a centered position by suitable springs |4| on opposite sides thereof, the tension of which may be adjusted by suitable adjusting screws |42 provided with suitable lock nuts |43.

The casing of the retardation controller |31 Gir is securely fastened to the body of one of the cars of a train and thus the pendulum |99 swings in either direction from the central position thereof an amount proportional to the rate of retardation of the train. By suitably designing and adjusting the springs |4|, the displacement of the pendulum |39 may be suitably controlled so as to operate a switch device presently to be described, in a desired manner. As diagrammatically shown, the lower arcuate surface of the pendulum |39 may be provided with gear teeth |44 adapted to mesh with a pinion |49 fixed on a shaft |49 suitably journaled in the casing. Also fixed on the shaft |49 is a cylinder of insulating material |41 having a contact segment |49 inset in flush relation to the peripheral surface thereof for cooperating with a pair of stationary contacts |49 carried by the casing of the retardation controller.

The stationary contacts |49 are respectively connected by wires IBI and |52 to the train wire |3| and the negative battery wire 92.

In operation, with the pendulum |39 in its centered position, the contact segment |49 on the cylinder |41 connects the two stationary contacts 49 thereby effecting energization of the interlock relay |32 to cause pick-up of the back contact thereof in the manner shown to interrupt the circuit of the coil a of the suppression relay 91.

When the displacement of the pendulum |39 in either direction from the center position exceeds a certain amount, occurring only when the rate of retardation of the train exceeds a certain rate, such as three miles per hour per second, thecontact segment |49 disengages one or the other of the stationary contacts |49, thus interrupting the energizing circuit for each relay |32 on each of the cars so equipped. In such case, the restoration of the back contact of relay |32 to its dropped-out or closed position renders the coil a of suppression relay 91 responsive to current in the dynamic braking circuit and effective to cause suppression of the hydraulically controlled friction brakes.

It will be apparent that if the train is heavily loaded so that, upon application of the brakes, the displacement of the pendulum |39 of the retardation controller |31 is insulcient to cause deenergization of the relay |32, then the suppression relay 91 will be ineffective to suppress the hydraulically controlled friction brake and they will be applied simultaneously with the dynamic brakes.

Conversely if the load carried by the train is relatively light, the displacement of the pendulum |39 upon application of the brakes will exceed that required to interrupt the energizing circuit of the relay |32 and the relay will therefore drop-out and render the suppression relay 91 effective to suppress the hydraulically controlled friction brakes until such time as the dynamic braking current reduces sufficiently with reducing vehicle speed or unless the dynamic brakes fail.

Figure 8 This arrangement includes a relay`|55 which is controlled jointly by a door-operated switch device |56 and a load-responsive switch device or lever |61. The lever y oi' the outer end thereof |51, the relay |55 lbeing eitective to control the circuit oi' the interlock relay |32 on the corresponding car er unit.

The door-operated switch device |56 comprises two separate switches |58 and |59 of the teleto its closed position. As shown, the switches I |58 and 58 comprise flexible resilient contact provided for operating the switches |58 and |59 in accordance with the movement of a door |65.

The load responsive switch -device |51 comprises a switch |66 of the telephone type adapted to be operated by pivotal movement of an arm |61 and the switch |66 are carried as on a bracket |66 attached to a sprung or spring-supported part I 68 of a car in such a manner that the outer end of the lever |61 is adapted to engage a suitable bearing member 1| attached to an "unsprung" or nonsprung-supported truck.

Also carried by the bracket |68 is a retrieving solenoid |13 etlective, when energized, to elevate a plunger |14 pivotally connected to the lever |61 to correspondingly elevate the lever.

When the retrieving solenoid |13 is deenergized, the lever |61 drops of its own weight and assumes a position limited by the engagement with a bearing member |1| on the unsprung part |12 oi' the wheel truck. If the car is loaded less than a certain degree, the angle through which the lever |61 drops when the'retrieving solenoid |13 is deenergized is suiiicient to eiect closure o1' the switch |66. Ii' the load on the car is in excess of this certain degree, the distance between the sprung part |69 and the unsprung part |12 ol.' the wheel truck is reduced, the unsprung part assuming a position relative to the sprung part in the manner indicated by the broken lines. Thus, upon deenergization of the retrieving solenoid, the angle through which lever |61 falls is insuiilcient to cause closing of the switch |66.

In operation, let it be assumed that the load on the car is sufiiciently light that, with the retrieving solenoid |13 deenergized, the switch |66 is closed. 'Ihe circuit for energizing the retrieving solenoid |13 is under the control oi' the door-operated switch device |56, the solenoid |13 being connected in series relation with the switch |58 across the positive control wire 65 and the negative battery wire 62. When the door |65 is opened, the switch |59 automatically opens thereby deenergizing the vsolenoid |13 allowing lever |61 to drop.

Now when the door |65 is reclosed prior to starting the train, switch |58 switch |59. Switch |56 is effective when closed, while the load-responsive switch |66 is closed, to effect energization of the winding of the relay |55, this circuit extending from the positive control wire 65 by way of a branch wire |16; wire 11, switch |66 a wire |18, Winding of the relay |55, a wire |19, door-operated 'switch |58, and a wire |6| to the negative battery wire 62.

Relay |55 has a front contact a and a back contact b. Contact a oi relay |55 is connected in parallel with the load-responsive switch |66 closes prior tol part |12 of a vehicle or car |13 is energized and thus serves as a self-holding or "stick" contact for the relay |55, once the relay winding is energized, independently oi whether or not the switch |66 is subsequently opened.

The reason that the switches |58 and |580! the door-operated switch device |56 are arranged closed in succession in the order named by the closing of the switch |58 .for otherwise the opening of the switch |86 would prevent the establishment of the self-holding circuit for the relay |55.

. The back contact b of relay |55 is connected in series relation with the winding of the interlock relay |32 across the positive control wire 65 and the negative battery wire 62. Accordingly when the relay |55 is picked-up, its back contact is actuated to its open position to cause deenerglzation of the 'I'he back contact of the dynamic brake application fades toward the end o1' the stop.

When the train is brought to a stop and the door |65 is opened, switches |58 and |59 are opened. thereby interrupting the self-holding circuit oi' the relay 55 and deenergizing the retrieving solenoid 13. Now ii' `the load on the car is increased above a certain degree so that the lever Figure .9 In the foregoing embodiments of our invention, there is no distinction brakes is concerned. In Fig. 9 an arrangement is shown for distinguishing automatically between fading o! the dynamic braking eilect in the normal manner due to reducing vehicle speed and 

